I am late in this conversation since I just joined the forum less than 5 minutes ago. No doubt i am interested in ADSB and its implications and applicability for sUAVs. I have been fortunate in my career to be involved in efforts to spearhead initiatives with civil aviation authorities and airline operators around the world, the developed and developing world. I too have been involved with FEMA on the ground. So much for the background.
I believe that we have to do our part to demonstrate and prove to the FAA that ADS-B is an elegant and necessary solution for BVLOS. We can do all the white papers we want and spend millions of taxpayer dollars in analysis and come up with the solution that actually has been a part of FAA's new technology refresh roadmap for both ATCs and aircraft owners for years. Is ADS-B the only solution for BVLOS? Probably not since it is possible to spoof sUAV signals (just as one can spoof air carrier signals). However, we are not using sUAVs to transport people -- so I suspect that onboard ADS-B is a viable option to meet most of the detection, collision avoidance and control aspects and risks of flight management.
Note: I realize that when I speak of collision avoidance, it is applicable only with and if other aircraft are broadcasting their location, which implies ADS-B enabled. TCAS, the historical system for traffic collision avoidance, has been around for decades. TCAS uses on-board surveillance to detect transponder-equipped traffic and provides: – Traffic Display and Traffic Alerts (TA) for situational awareness of close aircraft – Resolution Advisories (RA) with vertical guidance. However, while TCAS version 6.04a was mandated in the US at the end of 1994, the next revision level (7.0) was mandated in the US only for those aircraft that participated in the Reduced Vertical Separation airspace in 2005; the current version (7.1) is not mandated in the US but is mandated in the EU and ICAO (effective at the beginning of this year).
So what does all of the above have to do with sUAVs? Unless there a distributed ability with the industry to help define its operating guidelines for BVLOS with the communities and states in which they provide the service, and are accountable and responsible operators who indeed follow the rules of the road, the autonomy you seek will take some time.
And yes, even with ADS-B we will not be able to see non-ADS-B capable aircraft. I do support that all aircraft (regardless of size) are ADS-B capable. With the current capability to monitor ADS-B from satellite versus dependence on ground stations, it makes too much sense not to. Yes - there is a cost -- but certainly the safety case can be a driving factor and for us in the sUAV business, a path for true non-LOS flight planning.
I am encouraged by the recent news (October 25th) where a new collaborative program between unmanned aircraft systems (UAS) operators and state, local and tribal governments to expedite the integration of UAS into the nation's skies and spur growth in an industry expected to contribute billions to the U.S. economy. The three-year UAS Integration Pilot Program "takes collaboration to a new level by enabling local, state or tribal governments to determine what kind of activities will occur in their jurisdictions during the period of the pilot program, subject to FAA safety oversight," according to an Oct. 25 announcement about the program from the U.S. Department of Transportation (DOT).
You can read the article at https://www.nbaa.org/ops/uas/nbaa-monitoring-program-to-speed-integration-of-uas-into-national-airspace.php
Most likely, you are already aware of the article and announcement..
I hope that this information has been informative.